System and methods for reducing air pressure in a cabin of a vehicle to assist in door closure

ABSTRACT

System, methods, and other embodiments described herein relate to assisting in closing a door of a vehicle by leveraging a Heating, Ventilation and Air-conditioning (HVAC) system in the vehicle. In one embodiment, a method includes detecting a position of at least one vehicle door, and when the position of the at least one vehicle door is an open position, determining whether to activate the HVAC system to reduce air pressure in a cabin of the vehicle. The method includes, in response to determining to activate the HVAC system, pumping air out of the cabin such that at least some of any increased air pressure caused by a vehicle door closure is removed from the cabin. The method includes, when the position of the at least one vehicle door has changed from the open position to a closed position, deactivating the HVAC system to stop pumping air out from the cabin.

TECHNICAL FIELD

The subject matter described herein relates, in general, to a system andmethod for reducing air pressure in a cabin of a vehicle to assist inclosing a door of the vehicle.

BACKGROUND

Closing a door of a vehicle may lead to an increase in air pressure in acabin of the vehicle, and the increase in air pressure in the cabin mayexert a counterforce on the door as the door closes. Reducing the airpressure in the cabin reduces a force for closing the door, which canalleviate the amount of energy a user has to apply to close the door.Further, reducing the energy exerted by the user may, for example,reduce wear and tear on the door, a door opening receiving the door, andan opening/closing mechanism that moves the door from an open positionto a closed position.

SUMMARY

In one embodiment, example systems and methods relate to a manner ofassisting a user in closing a vehicle door. As noted above, a user mayexperience difficulty closing the vehicle door due to an increase in airpressure in a cabin of the vehicle as the user closes the vehicle door.

In one embodiment, a method for assisting in closing a door of a vehicleis disclosed. The method includes detecting a position of at least onevehicle door and when the position of the at least one vehicle door isan open position, determining whether to activate a Heating, Ventilationand Air-conditioning (HVAC) system to reduce air pressure in a cabin ofthe vehicle. The method includes, in response to determining to activatethe HVAC system, pumping air out of the cabin such that at least some ofany increased air pressure caused by a vehicle door closure is removedfrom the cabin. The method also includes, when the position of the atleast one vehicle door has changed from the open position to a closedposition, deactivating the HVAC system to stop pumping air out from thecabin.

In another embodiment, a cabin pressure-relief system for assisting inclosing a door of a vehicle is disclosed. The cabin pressure-reliefsystem includes one or more sensors operable to detect a position of atleast one vehicle door, a Heating, Ventilation and Air-conditioning(HVAC) system, one or more processors, and a memory communicably coupledto the one or more processors. The memory stores an air pressure controlmodule including instructions that when executed by the one or moreprocessors cause the one or more processors to, when the position of theat least one vehicle door is in an open position, determine whether toactivate the HVAC system to reduce air pressure in a cabin of thevehicle. In response to determining to activate the HVAC system, theHVAC system pumps air out of the cabin such that at least some of anyincreased air pressure caused by a vehicle door closure is removed fromthe cabin. The memory stores an HVAC control module includinginstructions that when executed by the one or more processors cause theone or more processors to, when the position of the at least one vehicledoor has changed from the open position to a closed position, deactivatethe HVAC system to stop pumping air out from the cabin.

In another embodiment, a non-transitory computer-readable medium forassisting in closing a door of a vehicle and including instructions thatwhen executed by one or more processors cause the one or more processorsto perform one or more functions, is disclosed. The instructions includeinstructions to receive a position of at least one vehicle door. Theinstructions further include instructions to, when the position of theat least one vehicle door is an open position, determine whether toactivate a Heating, Ventilation and Air-conditioning (HVAC) system toreduce air pressure in a cabin of the vehicle, and when the position ofthe at least one vehicle door has changed from the open position to aclosed position, deactivate the HVAC system to stop pumping air out fromthe cabin.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute apart of the specification, illustrate various systems, methods, andother embodiments of the disclosure. It will be appreciated that theillustrated element boundaries (e.g., boxes, groups of boxes, or othershapes) in the figures represent one embodiment of the boundaries. Insome embodiments, one element may be designed as multiple elements ormultiple elements may be designed as one element. In some embodiments,an element shown as an internal component of another element may beimplemented as an external component and vice versa. Furthermore,elements may not be drawn to scale.

FIG. 1 illustrates one embodiment of a vehicle within which systems andmethods disclosed herein may be implemented.

FIG. 2 illustrates one embodiment of a vehicle cabin pressure-reliefsystem that is associated with reducing air pressure in a cabin of thevehicle.

FIG. 3 illustrates one embodiment of a process associated with reducingair pressure in the cabin in response to detecting a door of the vehicleclosing.

DETAILED DESCRIPTION

Systems, methods, and other embodiments associated with reducing airpressure in a cabin of a vehicle when a door of the vehicle is closingare disclosed. As noted, closing the door may lead to a buildup of airpressure in the cabin, which can, in some instances, exert acounterforce on the door, making a user apply more force to close thedoor.

To prevent an increase in air pressure and reduce the counterforce, somecurrent vehicles may have pressure relief valves, which open and ventair from the cabin when the air pressure in the cabin increases as thedoor closes. However, such pressure relief valves may not vent the airfast enough for the sudden increase in air pressure caused by the dooras the door closes. In the case where the pressure relief valves arelarge enough to vent the air fast enough, the valves may permit unwantedexternal noises into the cabin.

Accordingly, in one embodiment, the disclosed approach exploits aheating, ventilation, and air-conditioning (HVAC) system to reduce theair pressure in the cabin by utilizing the HVAC system to pump air outof the cabin. Specifically, the HVAC system pumps air out of the cabinwhen a door is determined to be closing.

The HVAC system may pump air out of the cabin at a faster rate than airbeing exhausted through the pressure relief valves, and as such, thedisclosed approach has a quicker response time when a door is determinedto be closing. Further, the HVAC system may pump more air out of thecabin than air in the cabin being displaced by the door closing. Thus,with a lower air pressure in the cabin, the disclosed approach may suckthe door in as the door closes, which may alleviate some of the force tobe exerted by the user. In contrast, the prior art may not providesignificant relief to the user closing the door, as the pressure reliefvalves may only exhaust air displaced by the door closing.

A cabin pressure-relief system may include an HVAC control module, whichactivates and deactivates the HVAC system and can adjust an HVAC systemrate of pumping air out of the cabin. The HVAC system rate may be raisedto exert more force (e.g., a stronger pull) on the door, and conversely,the HVAC system rate may be lowered to exert less force (e.g., a weakerpull) on the door.

In one approach, a cabin pressure-relief system detects a position of atleast one door of the vehicle by receiving sensor data from sensors suchas cameras, door position sensors, etc. The sensor data can includeinformation such as the position of the door (e.g., whether the door isin a closed position or in an open position). When the door is in theopen position, the cabin pressure-relief system may determine whether toactivate the HVAC system based on a number of factors such as theopen/closed status of other doors in the vehicles, the open/closedstatus of the windows in a vehicle, etc. If the HVAC system isactivated, air is pumped out of the cabin, reducing the air pressure inthe cabin, which may reduce the amount of force a user has to apply toclose the door. When the door moves from the open position to the closedposition, the cabin pressure-relief system may deactivate the HVACsystem and prevent further air from being pumped out of the cabin.

Referring to FIG. 1, an example of a vehicle 100 is illustrated. As usedherein, a “vehicle” is any form of motorized transport. In one or moreimplementations, the vehicle 100 is an automobile. While arrangementswill be described herein with respect to automobiles, it will beunderstood that embodiments are not limited to automobiles. In someimplementations, the vehicle 100 may be any robotic device or form ofmotorized transport that has one or more doors, where the doors in theclosed position, enclose the cabin of the vehicle and separate the cabinfrom a surrounding environment of the vehicle and thus benefits from thefunctionality discussed herein.

The vehicle 100 includes an HVAC system 110, a sensor system 120, and acabin pressure-relief system 146. The vehicle 100 also includes variouselements. It will be understood that in various embodiments it may notbe necessary for the vehicle 100 to have all of the elements shown inFIG. 1. The vehicle 100 can have any combination of the various elementsshown in FIG. 1. Further, the vehicle 100 can have additional elementsto those shown in FIG. 1. In some arrangements, the vehicle 100 may beimplemented without one or more of the elements shown in FIG. 1. Whilethe various elements are shown as being located within the vehicle 100in FIG. 1, it will be understood that one or more of these elements canbe located external to the vehicle 100. Further, the elements shown maybe physically separated by large distances.

The HVAC system 110 can be configured to change the environment orclimate of the cabin 152 of the vehicle 100. Some of the possibleelements of the HVAC system 110 are shown in FIG. 1 and will bedescribed. It will be understood that it is not necessary for the HVACsystem 110 to have all of the elements shown in FIG. 1 or describedherein. The HVAC system 110 can have any combination of the variouselements shown in FIG. 1. Further, the HVAC system 110 can haveadditional elements to those shown in FIG. 1.

The HVAC system 110 can include an air conditioning (AC) system 119. TheAC system 119 can have any configuration to allow for cooling and/orhumidity control for at least a portion of the vehicle 100. In one ormore arrangements, the AC system 119 can include various elements thatcan be arranged in any suitable manner and/or can be operativelyconnected to each other in any suitable manner.

The HVAC system 110 can include one or more power sources 112 to providemechanical or electrical power to one or more elements of the HVACsystem 110. In one or more arrangements, the power source(s) 112 caninclude the battery 104. Alternatively or in addition, the powersource(s) 112 can include other power sources. For example, the powersource(s) 112 can include additional batteries and/or generators.

The HVAC system 110 can include one or more blowers 116 to direct and/orcause the movement of air or other fluid/gas. The one or more blowers116 fluidly connect the HVAC system 110 and the cabin 152. As usedherein, “air” can include any gaseous fluid. For example, air caninclude environmental gas in and/or around the vehicle 100. Theblower(s) 116 can be configured to direct and/or cause the movement ofair from inside the cabin 152 to the external environment 154 as well asfrom the external environment 154 into the cabin 152.

In one or more arrangements, the blower(s) 116 can include a blowermotor and one or more fans to move a quantity of air from inside thecabin 152, through air ducts which fluidly connect the cabin 152 to theexternal environment 154. In one or more arrangements, the blower(s) 116can be powered by the powertrain 102, the battery 104, and/or the powersource(s) 112.

The HVAC system 110 can include one or more intake mode switches 118 tocontrol the source of air being introduced to the HVAC system 110 and/orthe vehicle 100. In one or more arrangements, the intake mode switch(es)118 can be configured to allow the selection of a source of air beingintroduced to the blower(s) 116. For instance, the source of air can beoutside of the cabin 152 and/or from an external environment 154,referred to as “fresh mode air source”. Additionally, the source of aircan be within the cabin 152, referred to as “recirculation mode airsource.” In one or more arrangements, the intake mode switch(es) 118 canbe operated to change the air source selection between a fresh mode airsource, a recirculation mode air source, and/or a mix of both modes.

In the fresh air mode, the cabin 152 is fluidly connected to theexternal environment 154. As such, in addition to allowing air fromoutside of the cabin 152 and/or from an external environment 154 to beintroduced to the blower(s) 116, the intake mode switch(es) 118 canallow the blower(s) 116 to pump (or suck) air from the cabin 152 out andto the external environment 154. In other words, when the cabin 152 isfluidly connected to the external environment 154, the blower(s) 116 canpump air out of the cabin 152 and exhaust the pumped air to the externalenvironment 154.

The HVAC system 110 can include one or more HVAC controllers 114.“Controller” means any component or group of components that areconfigured to execute any of the processes described herein or any formof instructions to carry out such processes or cause such processes tobe performed. Specifically, the HVAC controllers 114 may be configuredto execute the instructions in the HVAC control module 230. The HVACcontroller(s) 114 may be implemented with one or more general-purposeand/or one or more special-purpose processors. Examples of suitable HVACcontroller(s) 114 include microprocessors, microcontrollers, DSPprocessors, and other circuitry that can execute software. Furtherexamples of suitable processors include, but are not limited to, acentral processing unit (CPU), an array processor, a vector processor, adigital signal processor (DSP), a field-programmable gate array (FPGA),a programmable logic array (PLA), an application specific integratedcircuit (ASIC), programmable logic circuitry, and a processor. The HVACcontroller(s) 114 can include at least one hardware circuit (e.g., anintegrated circuit) configured to carry out instructions contained inprogram code. In arrangements in which there is a plurality of HVACcontrollers 114, such HVAC controllers 114 can work independently fromeach other or one or more HVAC controllers 114 can work in combinationwith each other.

The HVAC controller 114 can be configured to cause, directly orindirectly, one or more elements of the HVAC system 110 to be activatedor deactivated. As used herein, “cause” or “causing” means to make,force, compel, direct, command, instruct, and/or enable an event oraction to occur or at least be in a state where such event or action mayoccur, either in a direct or indirect manner. In one or morearrangements, the HVAC controller 114 can be an HVAC electronic controlunit (ECU).

The sensor system 120 may include one or more sensors 122, 124, 126,128, 130, 132. “Sensor” means any device, component and/or system thatcan detect, determine, assess, monitor, measure, quantify and/or sensesomething. The one or more sensors 122, 124, 126, 128, 130, 132 can beconfigured to detect, determine, assess, monitor, measure, quantifyand/or sense in real-time. As used herein, the term “real-time” means alevel of processing responsiveness that a user or system senses assufficiently immediate for a particular process or determination to bemade, or that enables the processor to keep up with some externalprocess.

In arrangements in which there are a plurality of sensors, the sensors122, 124, 126, 128, 130, 132 can work independently from each other.Alternatively, two or more of the sensors 122, 124, 126, 128, 130, 132can work in combination with each other. In such case, the two or moresensors 122, 124, 126, 128, 130, 132 can form a sensor network. Thesensors 122, 124, 126, 128, 130, 132 can be operatively connected to thecabin pressure-relief system 146, the HVAC control module 230, and/orother element of the vehicle 100 (including any of the elements shown inFIG. 1). The sensors 122, 124, 126, 128, 130, 132 can include anysuitable type of sensor. Various examples of different types of sensorswill be described herein. However, it will be understood that theembodiments are not limited to the particular sensors described.

The sensor system 120 can include one or more door position sensors 132.The door position sensor 132 can be configured to sense a position ofthe door 148, for example, an open door position or a closed position.The door position sensor 132 can be any suitable sensor. As an example,in a case where the door 148 is connected by a hinge 156 to a dooropening 150 receiving the door 148, the door position sensor 132 mayinclude one or more touch-sensitive buttons located along the hinge 156.The one or more touch-sensitive buttons may be spaced along the hinge156 such that as the door 148 opens or closes, a differenttouch-sensitive button is making contact with an edge of the dooropening 150, generally indicating an angle at which the door 148 isopen. The one or more touch-sensitive buttons may be communicativelyconnected to the air pressure control module 220, the HVAC controlmodule 230 and/or any other control units.

The sensor system 120 can include one or more door handle touch sensors(not numbered). The door handle touch sensor can be configured to detectwhen a door handle 158 has been touched and/or moved (e.g. where theuser lifts or pulls on the vehicle door handle 158). In one or morearrangements, the one or more door handle touch sensors may becapacitive touch sensors or resistant touch sensors.

The sensor system 120 can include one or more radar sensors, one or moreLIDAR sensors, one or more sonar sensors, one or more proximity sensorsand/or one or more cameras 130. The sensors may acquire sensor data 142in various forms such as still images, video, point clouds, and so on.As an example, the camera 130 may acquire a video of a surroundingenvironment 154 of the vehicle 100, which may include the position ofthe door 148. As another example, the video 142 may include images ofany users proximate to the vehicle 100. In one or more arrangements, theone or more cameras 130 can be high dynamic range (HDR) cameras orinfrared (IR) cameras.

The sensor system 120 can include one or more ambient temperaturesensors 122. The ambient temperature sensor(s) 122 can be configured tosense an ambient temperature outside of the vehicle 100. As used herein,“ambient temperature” includes the air temperature of at least a portionof the surrounding environment 154 of the vehicle 100. For instance, theambient temperature can be the air temperature near an exterior portionof the vehicle 100. The ambient temperature sensor(s) 122 can be anysuitable sensor, including mechanical, electrical, and/or integratedcircuit temperature sensors that can detect, determine, assess, monitor,measure, quantify, and/or sense an ambient temperature. For example, theambient temperature sensor(s) 122 can include a mechanical thermometer,a bimetal sensor, a thermistor, a thermocouple, a resistancethermometer, and/or a silicon bandgap sensor. In one or morearrangements, the ambient temperature sensor(s) 122 can be at leastpartially located at, on, or proximate to an exterior surface of thevehicle 100. In some arrangements, the ambient temperature sensor(s) 122can be separate from the vehicle 100. For instance, the vehicle 100 canreceive signals from an exterior ambient temperature sensor 122. In someexamples, the vehicle 100 can receive ambient temperature informationfrom a weather service, a remote server, or application software.

The sensor system 120 can include one or more internal temperaturesensors 124 to detect, determine, assess, monitor, measure, quantify,and/or sense an internal temperature of the vehicle 100. “Internaltemperature” means an air temperature of at least a portion of the cabin152. The internal temperature sensor(s) 124 can be any suitable sensor,including mechanical, electrical, and/or integrated circuit temperaturesensors. For example, the internal temperature sensor(s) 124 can includea mechanical thermometer, a bimetal sensor, a thermistor, athermocouple, a resistance thermometer, and/or a silicon bandgap sensor.

The sensor system 120 can include one or more internal and/or externalair pressure sensors 126, 128. The internal air pressure sensor(s) 126can be configured to detect, determine, assess, monitor, measure,quantify, and/or sense an internal air pressure of the vehicle 100.“Internal air pressure” means an air pressure of at least a portion ofthe cabin 152. The external air pressure sensor(s) 128 can be configuredto detect, determine, assess, monitor, measure, quantify, and/or sensean external ambient air pressure of the vehicle 100. As used herein,“external ambient air pressure” includes the air pressure of at least aportion of the surrounding external environment 154 of the vehicle 100.For instance, the external air pressure can be air pressure near anexterior portion of the vehicle 100. The air pressure sensor(s) 126, 128can be any suitable sensor, including mechanical, electrical, and/orintegrated circuit air pressure sensors. As an example, the air pressuresensor(s) 126, 128 can include a magnahelic gauge, which may beconfigured to sense both the internal air pressure and the externalambient air pressure, and determine the difference between the internalair pressure and the external ambient air pressure.

Some of the possible elements of the vehicle 100 are shown in FIG. 1 andwill be described along with subsequent figures. However, a descriptionof many of the elements in FIG. 1 will be provided after the discussionof FIGS. 2-3 for purposes of brevity of this description. Additionally,it will be appreciated that for simplicity and clarity of illustration,where appropriate, reference numerals have been repeated among thedifferent figures to indicate corresponding or analogous elements. Inaddition, the discussion outlines numerous specific details to provide athorough understanding of the embodiments described herein. Those ofskill in the art, however, will understand that the embodimentsdescribed herein may be practiced using various combinations of theseelements.

In either case, the vehicle 100 includes a cabin pressure-relief system146 that is implemented to perform methods and individual functions asdisclosed herein relating to reducing the air pressure in a cabin 152 ofthe vehicle 100. The noted functions and methods will become moreapparent with a further discussion of the figures.

With reference to FIG. 2, one embodiment of the cabin pressure-reliefsystem 146 of FIG. 1 is further illustrated. The cabin pressure-reliefsystem 146 is shown as including a processor 138 from the vehicle 100 ofFIG. 1. Accordingly, the processor 138 may be a part of the cabinpressure-relief system 146, the cabin pressure-relief system 146 mayinclude a separate processor from the processor 138 of the vehicle 100,or the cabin pressure-relief system 146 may access the processor 138through a data bus or another communication path. In either case, it isgenerally understood that the processor 138 is a microprocessor or otherelectronic processing device that is configured with computing resourcescapable of performing the functions (e.g., executing machine learningalgorithms) disclosed herein.

In one embodiment, the cabin pressure-relief system 146 includes amemory 210 that stores an air pressure control module 220 and an HVACcontrol module 230. The memory 210 is a random-access memory (RAM),read-only memory (ROM), a hard disk drive, a flash memory, or othersuitable memory for storing the air pressure control module 220 and theHVAC control module 230. The air pressure control module 220 and theHVAC control module 230 are, for example, computer-readable instructionsthat when executed by the processor 138 cause the processor 138 toperform the various functions disclosed herein.

In one embodiment, the air pressure control module 220 generallyincludes instructions that function to control the air pressure withinthe cabin 152 by determining when to activate the HVAC system 110 topump air out of the cabin 152, and when to deactivate the HVAC system110 from pumping air out of the cabin 152. In another embodiment, inaddition to instructions that function to determine whether to activatethe HVAC system 110 to pump air out, the air pressure control module 220may further include instructions to control the air pressure within thecabin 152 by determining when to activate the HVAC system 110 to pumpair into the cabin 152 and when to deactivate the HVAC system 110 frompumping air into the cabin 152.

The air pressure control module 220 may include instructions thatfunction to control the processor 138 to determine an HVAC system rateof pumping air into or out of the cabin 152 based on various factorssuch as a weight of the door 148. In the case where the door 148 isheavier, the air pressure control module 220 may determine more force isrequired to close the door 148 and may set the HVAC system rate to ahigher value such that more air is pumped out in a shorter period, whichmay facilitate closing the door 148. In the case where the door 148 islighter, the air pressure control module 220 may determine less force isrequired to close the door 148 and may set the HVAC system rate to alower value.

Further, the air pressure control module 220 generally includesinstructions that function to control the processor 138 to receivesensor data 142 from a sensor system 120 of the vehicle 100. The presentdiscussion will focus on collection of sensor data 142 from a doorposition sensor 132, a camera 130, and pressure sensors 126, 128;however, it should be appreciated that the disclosed approach can beextended to cover further configurations of sensors such as LiDARsensors, multiple cameras covering a three-hundred and sixty-degree viewaround the vehicle 100, combinations of different types of cameras,proximity sensors, and so on. Accordingly, the air pressure controlmodule 220, in one embodiment, may control the respective sensors 120 toprovide the data inputs in any suitable form to the processor 138.

As an additional note, while the air pressure control module 220 isdiscussed as controlling the various sensors 120 to provide the sensordata 142, in one or more embodiments, the air pressure control module220 can employ other techniques to acquire the sensor data 142 that areeither active or passive. For example, the air pressure control module220 may passively sniff the data inputs from a stream of electronicinformation provided by the various sensors 120 to further componentswithin the vehicle 100.

In general, as provided for herein, the air pressure control module 220receives the sensor data 142 from the respective sensors 120 and thenmay determine based on the sensor data 142, whether to transmit anactivation signal or a deactivation signal to the HVAC control module230 to activate the HVAC system 110 to pump air out of the cabin 152 ordeactivate the HVAC system 110 to stop pumping air out of the cabin 152respectively.

The HVAC control module 230 controls the HVAC system 110. The cabinpressure-relief system 146 is shown as including the HVAC control module230. The HVAC control module 230 may be located in the HVAC system 110and the processor 138 may transmit data to and receive data from theHVAC control module 230 through a data bus or another communicationpath. Alternatively, the cabin pressure-relief system 146 may include anHVAC control module 230, separate from but communicatively coupled tothe HVAC control module 230 in the HVAC system 110. The HVAC controlmodule 230 may activate and deactivate the HVAC system 110 based onreceiving the activation and/or the deactivation signal from the airpressure control module 220, respectively. The HVAC control module 230may adjust the HVAC system rate of pumping air in or out of the cabin152 based on settings received from the air pressure control module 220.

Referring now to FIG. 3, an example of a process of reducing airpressure when at least one door 148 is closing is shown. Variouspossible steps of process 300 will now be described. The process 300illustrated in FIG. 3 may be applicable to the embodiments describedabove in relation to FIG. 1, but it is understood that the process 300can be carried out with other suitable systems and arrangements.Moreover, the process 300 may include other steps that are not shownhere, and in fact, the process 300 is not limited to including everystep shown in FIG. 3. The steps that are illustrated here as part of theprocess 300 are not limited to this particular chronological order.Indeed, some of the steps may be performed in a different order thanwhat is shown and/or at least some of the steps shown can occursimultaneously. Process 300 will be discussed from the perspective ofthe cabin pressure-relief system 146 of FIGS. 1 and 2.

At block 310, the air pressure control module 220 determines a positionof at least one vehicle door 148. To determine the position of the door148, the air pressure control module 220 may receive sensor data 142from the sensors 120, identifying the position of the door 148 as anopen position or a closed position. As an example, the sensor may be adoor position sensor 132 that detects the position of the door 148,based on one or more touch-sensitive buttons along a hinge 156, asdescribed above. As another example, the sensor may be a camera 130 thatacquires images and/or video of an environment proximate to the door148. The air pressure control module 220 may compare the images 142received from the camera 130 to images stored in memory 210, todetermine whether the door 148 is in the open position or the closedposition. As another example, the sensor may be a pressure sensor 128monitoring an internal air pressure of the cabin 152. In such anexample, when the door 148 is opened, the internal air pressure sensor126 may detect a change in the internal air pressure of the cabin 152and upon receiving sensor data 142 that the internal air pressure haschanged, the air pressure control module 220 may deduce that the door148 is in the open position. As another example, the air pressurecontrol module 220 may receive a close door request from a door controlsystem, and the air pressure control module 220 may deduce that the door148 is in the open position.

At decision block 320, the air pressure control module 220 determineswhether the door is in the open position. If the door 148 is in the openposition, the process 300 proceeds to decision block 330. Otherwise, theprocess 300 returns to block 310.

At decision block 330, the air pressure control module 220 determineswhether to activate the HVAC system 110 to reduce air pressure in acabin of the vehicle. The air pressure control module 220 may determinewhether to activate the HVAC system 110 based on various conditionsincluding what sub-position of the open position the door 148 is in,whether the cabin 152 is fluidly connected to an external environment154 through a second opening, and/or whether the HVAC system 110 iscurrently on and blowing (or circulating) cool/warm air in the cabin152.

As an option and as mentioned above, the air pressure control module 220may determine whether to activate the HVAC system 110 based on thesub-position of the open position the door 148 is in. The door 148 maybe in one of the following sub-positions—an “open and opening” position,an “open and stationary”, and an “open but closing” position. When thedoor 148 is in the “open and opening” position, the door 148 is spacedand moving away from a door opening 150, which receives the door 148.When the door 148 is in the “open and stationary” position, the door 148is spaced from the door opening 150 and not moving. When the door 148 isin the “open but closing” position, the door 148 is spaced from the dooropening 150 but moving toward the door opening 150.

In the case where the door 148 is in the “open and opening” position,the air pressure control module 220 determines not to activate the HVACsystem 110 and the process 300 returns to block 310. However, in thecase where the door 148 is in the “open and stationary” position or the“open but closing” position, the air pressure control module 220 mayfurther consider various factors to determine whether to activate theHVAC system 110 to assist in closing the door 148. An example factor maybe that the air pressure control module 220 may receive sensor data 142indicating the door 148 in the open position and an increase in an airpressure level in the cabin. Another example factor may include user ormanufacturer settings instructing the air pressure control module 220 toactivate or not to activate the HVAC system 110 when the door 148 isopen and stationary. Another example factor may be a distance betweenthe open door 148 and the door opening 150. In a case whether the door148 is wide open, e.g., two feet away from the door opening 150, the airpressure control module 220 may not activate the HVAC system 110. In acase whether the door 148 is slightly open, e.g., three inches away fromthe door opening 150, the air pressure control module 220 may determineto activate the HVAC system 110. Further, in the case where the door 148is open and moving toward the door opening 150, the air pressure controlmodule 220 may determine to activate the HVAC system 110.

As another option, the air pressure control module 220 may determinewhether to activate the HVAC system 110 based on whether the cabin 152is fluidly connected to an external environment 154 through a secondopening (i.e., an opening other than the door opening 150 that receivesthe door 148). The air pressure control module 220 may determine that atleast one of any other doors, windows, sunroofs and/or moonroofs isopen, based on sensor data 142 and sensors 120 as described above.

Having a second opening may reduce an impact of the HVAC system 110pumping air out of the cabin 152. In one embodiment, the air pressurecontrol module 220 may determine whether the second opening is a seconddoor opening 150 b that receives a second door 148 b and whether thesecond door 148 b is closing at generally a same time as the door 148 isclosing. In such an example where the second door 148 b is in the openbut closing position, the air pressure control module 220 may determineto activate the HVAC system 110. In another example where the opening isrelatively small such as not to significantly reduce the impact of theHVAC system 110 pumping air out of the cabin 152, the air pressurecontrol module 220 may also determine to activate the HVAC system 110.

As another option, the air pressure control module 220 may determinewhether to activate the HVAC system 110 based on whether the HVAC system110 is currently on and blowing (or circulating) cool/warm air in thecabin 152. As an example, to determine whether the HVAC system 110 iscurrently on, the air pressure control module 220 may request andreceive a status of the HVAC system 110 from the HVAC control module230. In a case where the HVAC system 110 is on, the air pressure controlmodule 220 may consider various factors to determine whether to activatethe HVAC system 110 to reduce air pressure in the cabin 152. As a firstexample, a factor may be whether the air pressure control module 220includes a predetermined setting that instructs the air pressure controlmodule 220 not to activate the HVAC system 110 to reduce air pressurewhen the HVAC system 110 is currently blowing and/or circulating air inthe cabin 152. As a second example, a factor may be whether thepredicted force from the HVAC system 110 for closing the door 148 (basedon the user's size) exceeds a predetermined threshold. In such anexample, if the predicted force is below the predetermined threshold,the air pressure control module 220 may not activate the HVAC system 110to reduce the air pressure in the cabin 152. Alternatively, if thepredicted force exceeds the predetermined threshold (e.g. a childrequiring assistance in closing the door 148), the air pressure controlmodule 220 may activate the HVAC system 110 to reduce air pressure inthe cabin 152. Other example factors the air pressure control module 220may consider are a response time for the HVAC system 110 (i.e., how muchtime does the HVAC system 110 require to switch from blowing air intothe cabin 152 to pumping air out of the cabin 152), a rate at which airis currently blowing into the cabin 152, and/or a rate at which airwould be sucked out of the cabin 152 when the HVAC system 110 is pumpingair out of the cabin 152. The aforementioned factors are examples and donot limit the factors the air pressure control module 220 may considerto determine whether to activate the HVAC system 110 to reduce the airpressure in the cabin 152.

At block 340, the air pressure control module 220 determines an HVACsystem rate of pumping air out of the cabin 152. The air pressurecontrol module 220 may determine the HVAC system rate based on variousconditions including a size of a user closing the door 148, a locationof the door 148 and a blower of the HVAC system 110, at least one of aweight of the door 148 and a closing mechanism. Based on the condition,the air pressure control module 220 can predict or estimate the forcerequired to close the door 148 and determine the HVAC system rate. TheHVAC system rate of pumping air out of the cabin 152 includes a periodbetween each pump of air out of the cabin 152 and a volume of air beingpumped out in each pump.

As an option and as mentioned above, the air pressure control module 220may determine the HVAC system rate based on identifying and determininga size of a user proximate to the door 148. In one case, the airpressure control module 220 may identify a user, outside the vehicle100, approaching and/or touching the door 148, based on video 142 from acamera 130. The air pressure control module 220 may compare the image142 of the user to stored data in memory 210 to predict a height and/ora weight for the user. In another case, the air pressure control module220 may identify the user, inside the vehicle 100, opening the door 148and alighting from a seat (not shown) of the vehicle 100. The airpressure control module 220 may receive a weight for the user from aweight sensor (not shown) located in the seat. Based on the weightand/or the height of the user, the air pressure control module 220 maypredict the amount of force the user is capable of applying to close thedoor 148. The air pressure control module 220 may determine the HVACsystem rate of pumping air out required to close the door 148 based on adifference between an estimated force required to close the door 148 andthe predicted amount of force the user is capable of applying to closethe door 148.

As another option, the air pressure control module 220 may determine theHVAC system rate of pumping air out required to close the door 148 basedon a location of the door 148 relative to a location of a blower 116 ofthe HVAC system 110. The HVAC system rate of pumping air out may belower for a door 148 located closer to the blower 116 than for a door148 located farther from the blower 116.

As another option, the air pressure control module 220 may determine theHVAC system rate of pumping air out required to close the door 148 basedon at least one of a weight of the door 148 and an opening/closingmechanism for the door 148. In other words, the air pressure controlmodule 220 may estimate a force for closing a door of a certain weightand employing a certain opening/closing mechanism. In the case where thedoor 148 is heavier and the opening/closing mechanism is weaker, the airpressure control module 220 may estimate more force to close the door148, and may determine the HVAC system rate be set to a higher value. Inthe case where the door 148 is lighter and the opening/closing mechanismis stronger, the air pressure control module 220 may estimate less forceto close the door 148 and may determine the HVAC system rate be set to alower value.

The air pressure control module 220 may determine the HVAC system rateof pumping air out based on the determined force. As an example, theHVAC system rate of pumping air out may be directly proportional to thedetermined force, i.e., the more force required to close the door 148,the higher the HVAC system rate of pumping air out.

At block 350, the air pressure control module 220 may transmit thedetermined HVAC system rate to the HVAC control module 230, based on theestimated force for closing the door 148. In response to receiving thedetermined HVAC system rate, the HVAC control module 230 can adjust theHVAC system 110 to the determined HVAC system rate.

At block 360, the HVAC control module 230 activates the HVAC system 110to pump air out of the cabin 152. As an example, in response todetermining that the HVAC system 110 should be activated to reduce airpressure in the cabin 152, the air pressure control module 220 transmitsan activation signal to the HVAC control module 230, activating the HVACsystem 110 to pump air out of the cabin 152. The air pressure controlmodule 220 may further transmit to the HVAC control module 230 the rateat which to pump air out and the volume of air in each pump, based onthe predicted force for closing the door 148.

At decision block 370, the air pressure control module 220 determineswhen to deactivate the HVAC system 110 from reducing air pressure in thecabin 152 of the vehicle 100. The air pressure control module 220 maydetermine when to deactivate the HVAC system 110 based on variousconditions including a predetermined period of time, the position of thedoor 148, and/or the air pressure measured in the cabin 152.

As an option and as mentioned above, the air pressure control module 220may determine to deactivate the HVAC system 110 based on a predeterminedperiod of time. As an example, the period may be a predetermined value(such as 5 seconds) stored in the data store 140 (e.g., by themanufacturer or by the user) that may be retrieved by the air pressurecontrol module 220. As another example, the period may be calculatedbased on the force to be applied to close the door 148 and the rate atwhich the air is being pumped out of the cabin 152. The air pressurecontrol module 220 may apply the retrieved and/or calculated value to aninternal timer, to count down the period. When the time period expires,the process 300 proceeds to block 380.

As another option, the air pressure control module 220 may determine todeactivate the HVAC system 110 based on the position of the door 148,e.g., when the door 148 is in the closed position. The air pressurecontrol module 220 may receive sensor data 142 indicating that the door148 is in the closed position and the process 300 may then proceed toblock 380.

As another option, the air pressure control module 220 may determine todeactivate the HVAC system 110 based on the air pressure measured in thecabin 152, e.g., when the air pressure in the cabin 152 is below apredetermined air pressure threshold. The predetermined air pressurethreshold may be set by the manufacturer. In such an example, the airpressure control module 220 may receive an internal air pressure valuefrom the internal air pressure sensor 126 and compare the internal airpressure value to the predetermined air pressure threshold. As anotherexample, the air pressure control module 220 may receive an internal airpressure and an external air pressure from the internal and external airpressure sensors, respectively, determine a difference between theinternal and external pressures and if the difference is within apredetermined range, the process 300 may proceed to block 380.

At block 380, the air pressure control module 220 may send adeactivation signal to the HVAC control module 230 to stop the HVACsystem 110 from pumping out air from the cabin 152. In response toreceiving the instruction to stop, the HVAC system 110 may stop pumpingout air from the cabin 152 and return to blowing (or circulating)cool/warm air in the cabin 152. Alternatively, the HVAC system 110 maybe deactivated and turned off.

As an additional note, options mentioned in the process 300 above may beused individually or in combination with one another. As an example, theair pressure control module 220 may determine the HVAC system rate basedon identifying and determining a size of a user and on a location of thedoor 148 relative to a location of a blower 116 of the HVAC system 110.As another example, the air pressure control module 220 may determine todeactivate the HVAC system 110 based on a combination of the position ofthe door 148 and the air pressure measured in the cabin 152.

A non-limiting example of the operation of the cabin pressure-reliefsystem 146 and the air pressure control module 220 in accordance withthe process 300 will now be described. In one or more arrangements, thedoor position sensor 132 may sense the position of the door 148 andprovide the door position to the air pressure control module 220. Inresponse to the door 148 being in an open position, the air pressurecontrol module 220 may probe door position sensors for the other doors,to determine if any other doors are in the open position. In the casewhere no other doors are in open position, the air pressure controlmodule 220 may receive sensor data 142 (such as images or video from acamera) about a user near the door 148. The air pressure control module220 may compare the profile of the user in the images 142 to data inmemory 210 to estimate the user's height and/or weight. The air pressurecontrol module 220 may then predict an amount of force a user of theestimated height and/or weight may be capable of applying to close thedoor 148. Based on the predicted amount of force, the air pressurecontrol module 220 may calculate an amount of force for assisting theuser in closing the door 148, as well as a rate of pumping air out ofthe cabin 152, and a volume of air to be removed in each pump.

The air pressure control module 220 may send an activation signal to theHVAC control module 230, activating the HVAC system 110 to pump out airfrom the cabin 152 based on the calculated rate and volume. In one ormore arrangements, the air pressure control module 220 may wait forinformation from the door position sensor 132 indicating that the door148 is in the closed position. In response to receiving that the door148 is in the closed position, the air pressure control module 220 maysend a deactivation signal to the HVAC control module 230, deactivatingthe HVAC system 110 from pumping out air from the cabin 152.

It will be appreciated that arrangements described herein can providenumerous benefits, including one or more of the benefits mentionedherein. Arrangements described herein can assisting in closing at leastone door 148 by reducing the air pressure in the cabin 152.

FIG. 1 will now be discussed in full detail as an example environmentwithin which the system and methods disclosed herein may operate. Insome instances, the vehicle 100 is configured to switch selectivelybetween an autonomous mode, one or more semi-autonomous operationalmodes, and/or a manual mode. Such switching can be implemented in asuitable manner, now known or later developed. “Manual mode” means thatall of or a majority of the navigation and/or maneuvering of the vehicleis performed according to inputs received from a user (e.g., humandriver). In one or more arrangements, the vehicle 100 can be aconventional vehicle that is configured to operate in only a manualmode.

The vehicle 100 can include a powertrain 102 to generate power. As usedherein, “powertrain” can include any component or group of components ofthe vehicle 100 that generates and/or transfers power used by thevehicle 100 for movement. In one or more arrangements, the powertrain102 can include an engine and an energy source to generate power. Theengine can be any suitable type of engine or motor, now known or laterdeveloped. For instance, the engine can be an internal combustionengine, an electric motor, a steam engine, and/or a Stirling engine,just to name a few possibilities. In some embodiments, the engine caninclude a plurality of engine types. For instance, a gas-electric hybridvehicle can include a gasoline engine and an electric motor.

The energy source can be any suitable source of energy that can be usedto at least partially power the engine. The engine can be configured toconvert energy from the energy source into mechanical energy. Examplesof energy sources include gasoline, diesel, propane, hydrogen, othercompressed gas-based fuels, ethanol, solar panels, batteries, and/orother sources of electrical power. Alternatively or in addition, theenergy source can include fuel tanks, batteries, capacitors, and/orflywheels. In some embodiments, the energy source can be used to provideenergy for other systems of the vehicle 100.

The vehicle 100 can include battery 104 to store electrical energy forthe vehicle 100. The battery 104 can provide electrical energy to powera variety of vehicle systems. For instance, the battery 104 can power avehicle ignition system, lights, on-board electronics, as well as anyother electronic device connected within the vehicle 100. In one or morearrangements, the battery 104 can be a lead-acid battery including six2.1 volt cells to provide a nominally 12-volt battery system. Thebattery 104 can be configured for recharging by an engine of thepowertrain 102. In one or more arrangements, the battery 104 can providean energy source for the powertrain 102.

The vehicle 100 can include one or more data stores 140 for storing oneor more types of data. The data store 140 can include volatile and/ornon-volatile memory. Examples of suitable data stores 140 include RAM(Random Access Memory), flash memory, ROM (Read Only Memory), PROM(Programmable Read-Only Memory), EPROM (Erasable Programmable Read-OnlyMemory), EEPROM (Electrically Erasable Programmable Read-Only Memory),registers, magnetic disks, optical disks, hard drives, or any othersuitable storage medium, or any combination thereof. The data store 140can be a component of the HVAC system 110, the sensor system 120 or thecabin pressure-relief system 146. Alternatively the data store 140 maybe a standalone component that can be operatively connected to the HVACsystem 110, the sensor system 120 and/or the cabin pressure-reliefsystem 146 for use thereby. The term “operatively connected,” as usedthroughout this description, can include direct or indirect connections,including connections without direct physical contact. In one or morearrangements, the data store(s) 140 can include sensor data 142.Further, the data store(s) 140 may include instructions to allow theHVAC control module 230 to operate one or more elements of the HVACsystem 110.

The vehicle 100 can include one or more user interface(s) 144. In one ormore arrangements, the user interface(s) 144 can include an input systemand/or an output system. An “input system” includes any device,component, system, element or arrangement or groups thereof that enableinformation/data to be entered into a machine. The input system canreceive an input from a user (e.g. a driver or a passenger). Anysuitable input system can be used, including, for example, a keypad,display, touch screen, multi-touch screen, button, joystick, mouse,trackball, microphone and/or combinations thereof. An “output system”includes any device, component, system, element or arrangement or groupsthereof that enable information/data to be presented to a user. Theoutput system can present information/data to a user. The output systemcan include a display. Alternatively or in addition, the output systemmay include a microphone, earphone and/or speaker. Some components ofthe vehicle 100 may serve as both a component of the input system and acomponent of the output system. In one or more arrangements, the userinterface(s) 144 can include a vehicle head unit.

The vehicle 100 can include one or more actuators 134. The actuators 134can be any element or combination of elements operable to modify, adjustand/or alter one or more components of the HVAC system 110 and/or thevehicle 100 responsive to receiving signals or other inputs fromcomponents such as the air pressure control module 220 and/or the HVACcontrol module 230. Any suitable actuator 134 can be used. For instance,the one or more actuators 134 can include motors, pneumatic actuators,hydraulic pistons, relays, solenoids, and/or piezoelectric actuators,just to name a few possibilities.

Detailed embodiments are disclosed herein. However, it is to beunderstood that the disclosed embodiments are intended only as examples.Therefore, specific structural and functional details disclosed hereinare not to be interpreted as limiting, but merely as a basis for theclaims and as a representative basis for teaching one skilled in the artto variously employ the aspects herein in virtually any appropriatelydetailed structure. Further, the terms and phrases used herein are notintended to be limiting but rather to provide an understandabledescription of possible implementations. Various embodiments are shownin FIGS. 1-3, but the embodiments are not limited to the illustratedstructure or application.

The flowcharts and block diagrams in the figures illustrate thearchitecture, functionality, and operation of possible implementationsof systems, methods, and computer program products according to variousembodiments. In this regard, each block in the flowcharts or blockdiagrams may represent a module, segment, or portion of code, whichcomprises one or more executable instructions for implementing thespecified logical function(s). It should also be noted that, in somealternative implementations, the functions noted in the block may occurout of the order noted in the figures. For example, two blocks shown insuccession may, in fact, be executed substantially concurrently, or theblocks may sometimes be executed in the reverse order, depending uponthe functionality involved.

The systems, components and/or processes described above can be realizedin hardware or a combination of hardware and software and can berealized in a centralized fashion in one processing system or in adistributed fashion where different elements are spread across severalinterconnected processing systems. Any kind of processing system oranother apparatus adapted for carrying out the methods described hereinis suited. A typical combination of hardware and software can be aprocessing system with computer-usable program code that, when beingloaded and executed, controls the processing system such that it carriesout the methods described herein. The systems, components and/orprocesses also can be embedded in a computer-readable storage, such as acomputer program product or other data programs storage device, readableby a machine, tangibly embodying a program of instructions executable bythe machine to perform methods and processes described herein. Theseelements also can be embedded in an application product which comprisesall the features enabling the implementation of the methods describedherein and, which when loaded in a processing system, is able to carryout these methods.

Furthermore, arrangements described herein may take the form of acomputer program product embodied in one or more computer-readable mediahaving computer-readable program code embodied, e.g., stored, thereon.Any combination of one or more computer-readable media may be utilized.The computer-readable medium may be a computer-readable signal medium ora computer-readable storage medium. The phrase “computer-readablestorage medium” means a non-transitory storage medium. Acomputer-readable storage medium may be, for example, but not limitedto, an electronic, magnetic, optical, electromagnetic, infrared, orsemiconductor system, apparatus, or device, or any suitable combinationof the foregoing. More specific examples (a non-exhaustive list) of thecomputer-readable storage medium would include the following: a portablecomputer diskette, a hard disk drive (HDD), a solid-state drive (SSD), aread-only memory (ROM), an erasable programmable read-only memory (EPROMor Flash memory), a portable compact disc read-only memory (CD-ROM), adigital versatile disc (DVD), an optical storage device, a magneticstorage device, or any suitable combination of the foregoing. In thecontext of this document, a computer-readable storage medium may be anytangible medium that can contain, or store a program for use by or inconnection with an instruction execution system, apparatus, or device.

Generally, modules as used herein include routines, programs, objects,components, data structures, and so on that perform particular tasks orimplement particular data types. In further aspects, a memory generallystores the noted modules. The memory associated with a module may be abuffer or cache embedded within a processor, a RAM, a ROM, a flashmemory, or another suitable electronic storage medium. In still furtheraspects, a module, as envisioned by the present disclosure, isimplemented as an application-specific integrated circuit (ASIC), ahardware component of a system on a chip (SoC), as a programmable logicarray (PLA), or as another suitable hardware component that is embeddedwith a defined configuration set (e.g., instructions) for performing thedisclosed functions.

Program code embodied on a computer-readable medium may be transmittedusing any appropriate medium, including but not limited to wireless,wireline, optical fiber, cable, RF, etc., or any suitable combination ofthe foregoing. Computer program code for carrying out operations foraspects of the present arrangements may be written in any combination ofone or more programming languages, including an object-orientedprogramming language such as Java™, Smalltalk, C++ or the like andconventional procedural programming languages, such as the “C”programming language or similar programming languages. The program codemay execute entirely on the user's computer, partly on the user'scomputer, as a stand-alone software package, partly on the user'scomputer and partly on a remote computer, or entirely on the remotecomputer or server. In the latter scenario, the remote computer may beconnected to the user's computer through any type of network, includinga local area network (LAN) or a wide area network (WAN), or theconnection may be made to an external computer (for example, through theInternet using an Internet Service Provider).

The terms “a” and “an,” as used herein, are defined as one or more thanone. The term “plurality,” as used herein, is defined as two or morethan two. The term “another,” as used herein, is defined as at least asecond or more. The terms “including” and/or “having,” as used herein,are defined as comprising (i.e., open language). The phrase “at leastone of . . . and . . . ” as used herein refers to and encompasses anyand all possible combinations of one or more of the associated listeditems. As an example, the phrase “at least one of A, B, and C” includesA only, B only, C only, or any combination thereof (e.g., AB, AC, BC orABC).

Aspects herein can be embodied in other forms without departing from thespirit or essential attributes thereof. Accordingly, reference should bemade to the following claims, rather than to the foregoingspecification, as indicating the scope hereof.

What is claimed is:
 1. A method for assisting in closing at least onevehicle door, the method comprising: detecting a position of the atleast one vehicle door; determining whether to activate a Heating,Ventilation and Air-conditioning (HVAC) system to reduce air pressure ina cabin of the vehicle based on the position of the at least one vehicledoor; in response to determining to activate the HVAC system, pumpingair out of the cabin using a blower such that at least some of anyincreased air pressure caused by closing the at least one vehicle dooris removed from the cabin; and determining whether to deactivate theHVAC system to stop pumping the air out from the cabin based on theposition of the at least one vehicle door.
 2. The method of claim 1,further comprising: determining an HVAC system rate of pumping the airout of the cabin; and adjusting the HVAC system to pump the air out ofthe cabin according to the HVAC system rate.
 3. The method of claim 2,wherein determining the HVAC system rate of pumping the air out of thecabin, further comprises: determining a size of a user closing the atleast one vehicle door; estimating a force from the user to close the atleast one vehicle door based on the user's size; and wherein the HVACsystem rate of pumping the air out of the cabin is at least based on theestimated force.
 4. The method of claim 2, wherein determining the HVACsystem rate of pumping the air out of the cabin, further comprises:determining a location of the at least one vehicle door; determining alocation of the blower; and wherein the blower fluidly connects the HVACsystem and the cabin, wherein the HVAC system rate of pumping the airout of the cabin is at least based on the location of the at least onevehicle door and the location of the blower.
 5. The method of claim 2,wherein determining the HVAC system rate of pumping the air out of thecabin, further comprises: identifying at least a weight of the vehicledoor; estimating a force required to close the at least one vehicle doorbased on the at least the weight of the vehicle door; and wherein theHVAC system rate of pumping the air out of the cabin is at least basedon the estimated force.
 6. The method of claim 1, wherein determiningwhether to activate the HVAC system to reduce the air pressure in thecabin of the vehicle further comprises: detecting positions of any othervehicle doors, the other vehicle doors being different than the at leastone vehicle door; and based on the positions of the other vehicle doors,determining whether to activate the HVAC system to pump the air out ofthe cabin.
 7. The method of claim 6, wherein the other vehicle doorsinclude a second vehicle door, further comprising: detecting a positionof the second vehicle door; when the position of the second vehicle dooris an open position and the second vehicle door is stationary,determining whether to activate the HVAC system to reduce the airpressure in the cabin; and when the position of the second vehicle dooris the open position and the second vehicle door is moving toward aclosed position, determining to activate the HVAC system to reduce theair pressure in the cabin.
 8. The method of claim 1, further comprising:detecting an air pressure level in the cabin; and wherein thedetermination of whether to activate the HVAC system occurs when theposition of the at least one vehicle door is the open position and anincrease in the air pressure level is detected.
 9. The method of claim1, further comprising: deactivating the HVAC system to stop pumping theair out of the cabin after a predetermined period of time.
 10. A cabinpressure-relief system for assisting in closing at least one vehicledoor, comprising: at least one sensor operable to detect a position ofat least one vehicle door; a Heating, Ventilation and Air-conditioning(HVAC) system; one or more processors; a memory communicably coupled tothe one or more processors and storing: an air pressure control moduleincluding instructions that when executed by the one or more processorscause the one or more processors to, when the position of the at leastone vehicle door is in an open position, determine whether to activatethe HVAC system to reduce air pressure in a cabin of the vehicle;wherein, in response to a determination to activate the HVAC system, theHVAC system pumps air out of the cabin such that at least some of anyincreased air pressure caused by closing the at least one vehicle dooris removed from the cabin; and an HVAC control module includinginstructions that when executed by the one or more processors cause theone or more processors to, when the position of the at least one vehicledoor has changed from the open position to a closed position, deactivatethe HVAC system to stop pumping the air out from the cabin.
 11. Thecabin pressure-relief system of claim 10, wherein the air pressurecontrol module further includes instructions to determine an HVAC systemrate of pumping the air out of the cabin; and wherein the HVAC controlmodule further includes instructions to adjust the HVAC system to pumpthe air out of the cabin according to the HVAC system rate.
 12. Thecabin pressure-relief system of claim 11, wherein the instructions todetermine the HVAC system rate of pumping the air out of the cabinfurther include instructions to: determine a size of a user closing theat least one vehicle door; estimate a force from the user to close theat least one vehicle door based on the user's size; and wherein the HVACsystem rate of pumping the air out of the cabin is at least based on theestimated force.
 13. The cabin pressure-relief system of claim 11,further comprising: a blower fluidly connected to the HVAC system andthe cabin; wherein the instructions to determine the HVAC system rate ofpumping the air out of the cabin further include instructions to:determine a location of the at least one vehicle door; and determine alocation of the blower; and wherein the HVAC system rate of pumping theair out of the cabin is at least based on the location of the at leastone vehicle door and the location of the blower.
 14. The cabinpressure-relief system of claim 11, wherein the instructions todetermine the HVAC system rate of pumping the air out of the cabinfurther include instructions to: identify at least a weight of thevehicle door; estimate a force for closing the at least one vehicle doorbased on at least the weight of the vehicle door; and wherein the HVACsystem rate of pumping the air out of the cabin is at least based on theestimated force.
 15. The cabin pressure-relief system of claim 10,further comprising: at least one sensor operable to detect positions ofany other vehicle doors, the other vehicle doors being different thanthe at least one vehicle door; and wherein the air pressure controlmodule further includes instructions to: based on the positions of theother vehicle doors, determine whether to activate the HVAC system topump the air out of the cabin.
 16. The cabin pressure-relief system ofclaim 15, wherein the other vehicle doors include a second vehicle door,further comprising the at least one sensor operable to detect a positionof the second vehicle door; wherein the air pressure control modulefurther includes instructions to: when the position of the secondvehicle door is an open position and the second vehicle door isstationary, determining whether to activate the HVAC system to reducethe air pressure in the cabin; and when the position of the secondvehicle door is the open position and the second vehicle door is movingtoward a closed position, determining to activate the HVAC system toreduce the air pressure in the cabin.
 17. The cabin pressure-reliefsystem of claim 10, further comprising: one or more sensors operable todetect an air pressure level in the cabin; and wherein the air pressurecontrol module further includes instructions to determine whether toactivate the HVAC system when the position of the at least one vehicledoor is in the open position and an increase in the air pressure levelis detected.
 18. The cabin pressure-relief system of claim 10, whereinthe HVAC control module further includes instructions to: deactivate theHVAC system to stop pumping the air out of the cabin after apredetermined period of time.
 19. A non-transitory computer-readablemedium for assisting in closing at least one vehicle door and includinginstructions that when executed by one or more processors cause the oneor more processors to: receive a position of at least one vehicle door;when the position of the at least one vehicle door is an open position,determine whether to activate a Heating, Ventilation andAir-conditioning (HVAC) system to reduce air pressure in a cabin of thevehicle; and when the position of the at least one vehicle door haschanged from the open position to a closed position, deactivate the HVACsystem to stop pumping air out from the cabin.
 20. The non-transitorycomputer-readable medium of claim 19, wherein the instructions furtherinclude instructions to: determine an HVAC system rate of pumping theair out of the cabin; and adjust the HVAC system to pump the air out ofthe vehicle according to the HVAC system rate.